T Hr Sc 00006 St

T HR SC 00006 ST

Standard

Rolling Stock Signalling Interface Requirements

Version 2.0

Issued date: 07 July 2017

Important message

This document is one of a set of standards developed solely and specifically for use on Transport Assets (as defined in the Asset Standards Authority Charter). It is not suitable for any other purpose. The copyright and any other intellectual property in this document will at all times remain the property of the State of New South Wales (Transport for NSW). You must not use or adapt this document or rely upon it in any way unless you are providing products or services to a NSW Government agency and that agency has expressly authorised you in writing to do so. If this document forms part of a contract with, or is a condition of approval by a NSW Government agency, use of the document is subject to the terms of the contract or approval. To be clear, the content of this document is not licensed under any Creative Commons Licence. This document may contain third party material. The inclusion of third party material is for illustrative purposes only and does not represent an endorsement by NSW Government of any third party product or service. If you use this document or rely upon it without authorisation under these terms, the State of New South Wales (including Transport for NSW) and its personnel does not accept any liability to you or any other person for any loss, damage, costs and expenses that you or anyone else may suffer or incur from your use and reliance on the content contained in this document. Users should exercise their own skill and care in the use of the document. This document may not be current and is uncontrolled when printed or downloaded. Standards may be accessed from the Asset Standards Authority website at www.asa.transport.nsw.gov.au

For queries regarding this document, please email the ASA at [email protected] or visit www.asa.transport.nsw.gov.au

Standard governance

Owner: Lead Signals and Control Systems Engineer, Asset Standards Authority Authoriser: Chief Engineer, Asset Standards Authority Approver: Executive Director, Asset Standards Authority on behalf of the ASA Configuration Control Board

Document history

Version Summary of Changes 1.0 First issue 19 December 2014 2.0 Second issue

Preface

The Asset Standards Authority (ASA) is a key strategic branch of Transport for NSW (TfNSW). As the network design and standards authority for NSW Transport Assets, as specified in the ASA Charter, the ASA identifies, selects, develops, publishes, maintains and controls a suite of requirements documents on behalf of TfNSW, the asset owner.

The ASA deploys TfNSW requirements for asset and safety assurance by creating and managing TfNSW's governance models, documents and processes. To achieve this, the ASA focuses on four primary tasks:

• publishing and managing TfNSW's process and requirements documents including TfNSW plans, standards, manuals and guides

• deploying TfNSW's Authorised Engineering Organisation (AEO) framework

• continuously improving TfNSW’s Asset Management Framework

• collaborating with the Transport cluster and industry through open engagement

The AEO framework authorises engineering organisations to supply and provide asset related products and services to TfNSW. It works to assure the safety, quality and fitness for purpose of those products and services over the asset's whole-of-life. AEOs are expected to demonstrate how they have applied the requirements of ASA documents, including TfNSW plans, standards and guides, when delivering assets and related services for TfNSW.

Compliance with ASA requirements by itself is not sufficient to ensure satisfactory outcomes for NSW Transport Assets. The ASA expects that professional judgement be used by competent personnel when using ASA requirements to produce those outcomes.

About this document

This is a signals and control systems standard for the heavy rail transport mode. It defines the interface requirements between rolling stock and the signals and control systems.

This is a second issue and includes the following changes:

• update to the automatic train protection (ATP) to cover the revised ETCS Level 1 LS implementation

• details a rolling stock authorisation process for Authorised Engineering Organisations (AEOs) to test and approve rolling stock

• enhancement of the guidance notes for the testing of rolling stock

• inclusion of interface requirements for axle counters

• provision of track circuit actuator requirements

• inclusion of a reference to electrical specification T HR EL 08002 ST Relative Positions of Signals and Open Overlaps

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Table of contents

1. Introduction ...... 8 2. Purpose ...... 8 2.1. Scope ...... 8 2.2. Application ...... 8 3. Reference documents ...... 9 4. Terms and definitions ...... 11 5. Whole-of-life considerations ...... 12 6. Fundamental requirements ...... 12 7. Standards context ...... 12 8. Risk factors ...... 14 9. Train detection ...... 15 9.1. Track circuits requirements ...... 15 9.2. Axle counter requirements ...... 19 9.3. Other methods of train detection ...... 21 10. Rolling stock dimensions ...... 23 10.1. Vehicle overhang ...... 23 10.2. Inner axle centres ...... 23 10.3. Vehicle body outline ...... 23 10.4. Axle loads ...... 24 10.5. Relative positions of signals and open overhead wiring (OHW) overlaps ...... 24 11. Track circuit actuators ...... 24 11.1. Requirements for a track circuit actuator ...... 24 11.2. In service failures of the TCA...... 25 12. Train braking requirements ...... 25 12.1. Train braking proof of compliance ...... 26 12.2. Train braking discussion ...... 26 13. Facing points and wheel geometry requirement ...... 27 13.1. Facing points and wheel geometry proof of compliance ...... 27 13.2. Facing points and wheel geometry discussion ...... 27 14. Automatic train protection (ATP) ...... 28 14.1. Trainstops and trip gear requirements ...... 28 14.2. European train control system (ETCS) ...... 29 15. Signal sighting ...... 36 16. Traction return requirements ...... 36 16.1. Traction return proof of compliance ...... 36 16.2. Traction return discussion ...... 37 17. Electromagnetic compatibility requirement ...... 37 17.1. Electromagnetic compatibility discussion ...... 37

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

17.2. Electromagnetic compatibility proof of compliance...... 38 18. Traction system compatibility requirements ...... 38 18.1. Acceptable in-rail currents at signalling frequencies ...... 39 18.2. Specification for close-up effects ...... 40 18.3. Traction equipment software ...... 41 18.4. Traction system compatibility proof of compliance ...... 41 18.5. Electric rolling stock system requirements for 50 Hz line current impedance and detection ...... 42 18.6. Traction system compatibility discussion ...... 43 19. Rolling stock approval process ...... 43 19.1. AEO utilisation ...... 47 19.2. Roles and responsibilities ...... 48 19.3. Managing nonconformances ...... 50 19.4. Managing transient events...... 50 20. Cross -acceptance ...... 51 21. Rolling stock test procedure ...... 51 21.1. Purpose ...... 51 21.2. Test outcomes ...... 52 21.3. Devising a test plan ...... 52 21.4. Execution of the test plan ...... 58 21.5. Evaluation of test results ...... 58 21.6. Recommendations ...... 60 Appendix A Description of the signalling system ...... 62 A.1. Track circuits ...... 62 A.2. Points ...... 64 A.3. Signals ...... 64 A.4. Trainstops ...... 64 A.5. Interlocking equipment ...... 65 A.6. Level crossings (including pedestrian crossings) ...... 65 A.7. Cabling ...... 66 A.8. Power supplies ...... 67 A.9. Railway telephone and radio systems ...... 68 A.10. Telemetry and remote control ...... 68 A.11. Control systems ...... 69 Appendix B Factors that affect shunting of track circuits ...... 70

1. Introduction

This document defines the interface requirements between heavy rail rolling stock and the signals and control system in the metropolitan rail area (MRA).

Due to the complexity of the various interfaces with rolling stock, for each requirement, the rationale for it has been provided by way of discussion points. To aid in the certification of rolling stock, additional details on proof of compliance have also been provided.

As a consequence of allowing Authorised Engineering Organisations (AEOs) to test and approve rolling stock, an acceptance process has been included as a recommended test procedure.

2. Purpose

This standard provides the requirements, discussion and proof of compliance concepts for various aspects of rolling stock and signalling interfaces.

The requirements reflect the interfaces between rolling stock and the signalling infrastructure, considering in particular the issues of train detection by track circuits or axle counters, traction interference by rolling stock, train dynamics (braking and acceleration) and signal spacing and indications.

Appendix A provides rolling stock operators and designers with a high-level overview of the signalling system used in the MRA.

2.1. Scope

This document defines the signalling infrastructure compatibility requirements and rationale for heavy rail rolling stock to be operated in the MRA. It is applicable to all new or modified rolling stock looking to obtain access to operate in the MRA.

It also considers the interfaces to the track and the electrical traction supply system that relate to the safe and reliable operation of the signalling system.

2.2. Application

This standard applies to all new or modified heavy rail rolling stock operating in the MRA.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

3. Reference documents

The following documents are cited in the text. For dated references, only the cited edition applies. For undated references, the latest edition of the referenced document applies.

International standards

I.S. EN 50121 Railway applications – Electromagnetic compatibility series

I.S. EN 50121-3-1 Railway applications – Electromagnetic compatibility – Part 3-1: Rolling stock – Train and complete vehicle

I.S. EN 50121-3-2 Railway applications – Electromagnetic compatibility – Part 3-2: Rolling stock – Apparatus

I.S. EN 50617-2 Railway applications - Technical parameters of train detection systems for the interoperability of the trans-European railway system – Part 2: Axle counters

European Union Commission Decision

Technical specification for interoperability as defined in European Union Commission Decision 2015/14 using Set of specifications #2 (ETCS baseline 3 and GSM-R baseline 0)

Note: The specifications are available from the European Union Agency for Railways as part of the ERTMS documentation.

European Union Agency for Railways

ERA/ERTMS/033281 Interfaces between control–command and signalling trackside and other systems

UNISIG SUBSET-036 FFFIS for Eurobalise

UNISIG SUBSET-040 Dimensioning and Engineering rules

UNISIG SUBSET-085 Test Specification for Eurobalise FFFIS

Australian standards

AS 4292.1-2006 Railway safety management Part 1: General requirements

AS 4292.4-2006 Railway safety management Part 4: Signalling and telecommunications systems and equipment

Transport for NSW standards

ESC 210 Track Geometry and Stability

ESC 220 Rail and Rail Joints

ESG 100.3 Braking Distance

ESG 100.31 Automatic Train Protection

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

ESG 100.4 Overlaps

ESR 0330 Wheel Defect Manual

SPG 0706 Installation of Trackside Equipment

T HR EL 08002 ST Relative Positions of Signals and Open Overlaps

T HR EL 90003 ST Heavy Rail Traction System – Current Ratings of 1500 V dc Equipment Current ratings

T HR RS 00100 ST RSU 100 Series – Minimum Operating Standards for Rolling Stock – General Interface Standards

T HR RS 00200 ST RSU 200 Series – Minimum Operating Standards for Operating Standards for Rolling Stock – Common Interface Requirements

T HR RS 00300 ST RSU 300 – Minimum Operating Standards for Rolling Stock – Locomotive Specific Interface Requirements

T HR RS 00600 ST RSU 600 Series - Minimum Operating Standards for Rolling Stock - Multiple Unit Train Specific Interface Standards

T HR RS 00830 ST RSU Appendix C – Brake Performance Curves

T HR RS 00870 ST RSU Appendix G – Drawings

T HR SC 01610 SP ETCS Trackside Equipment

T HR SC 01650 SP ETCS Onboard Equipment

T HR SC 10031 ST Signalling Design Principle – ETCS Level 1

T MU AM 01001 ST Life Cycle Costing

T MU MD 20002 ST Risk Criteria for Organisations Providing Engineering Services

TS TOC 1 Train Operating Conditions (TOC) Manual – General Instructions

Legislation

Radiocommunications (Low Interference Potential Devices) Class Licence 2015

Rail Safety National Law (NSW) 2012

Other reference documents

Network Rules NSG 600 Running signals

Network Rules NSG 602 Shunting signals

Network Rules NSG 604 Indicators and signs

4. Terms and definitions

The following terms and definitions apply in this document:

AEO Authorised Engineering Organisation

ASA Asset Standards Authority

ATP automatic train protection

CCS TSI technical specifications for interoperability relating to the control-command and signalling

consist rolling stock such as vehicles, units, cars, wagons, and locomotives marshalled together operating as a train

DPU data pick-up unit

EMC electromagnetic compatibility

EMU electric multiple units

ETCS European train control system

MRA metropolitan rail area; the rail freight network and the rail passenger network within the metropolitan rail area bounded by Newcastle (in the north), Richmond (in the northwest), Bowenfels (in the west), Macarthur (in the southwest) and Bomaderry (in the south), and all connection lines and sidings within these areas, but excluding private sidings.

notified bodies independent bodies appointed by an agency within one of the European countries, usually governmental, as being capable of performing the duties of a notified body as defined by the directives

OHW overhead wiring

rail transport operator a person who is responsible for the operation or moving, by any means, of any rolling stock on a railway track

RIM rail infrastructure manager; in relation to rail infrastructure of a railway, means the person who has effective control and management of the rail infrastructure, whether or not the person –

(a) owns the rail infrastructure; or

(b) has a statutory or contractual right to use the rail infrastructure or to control, or provide, access to it

train a single unit of rolling stock or two or more units coupled together, at least one of which is a locomotive or other self-propelled unit

train detection is the technology and method by which the signalling system knows where a train is (the state of occupancy of any protected section of track)

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

TfNSW Transport for NSW

TSI technical specification for interoperability

unit a single item of rolling stock

UPS uninterruptible power supply

vehicle general term used to describe rolling stock

5. Whole-of-life considerations

This standard defines the various interfaces between rolling stock and the signalling system. The solutions and methodologies used to meet these requirements shall, in their implementation, be considered and measured using whole-of-life principles and strategies to achieve best practice outcomes.

Whole-of-life considerations shall also include the life cycle cost. All the data and assumptions for determining the whole-of-life cost calculations of the relevant systems and equipment shall be recorded according to T MU AM 01001 ST Life Cycle Costing.

6. Fundamental requirements

All vehicles operating in the MRA shall always be correctly detected by the existing signalling system.

Vehicles and trains shall generate no energy or electromagnetic interference capable of interfering with the MRA's signalling system.

7. Standards context

Transport for NSW (TfNSW) operates in a regulatory environment, which includes AS 4292.1-2006 Railway safety management Part 1: General requirements and AS 4292.4-2006 Railway safety management Part 4: Signalling and telecommunications systems and equipment, which set a number of requirements for managing the interfaces between rolling stock and the signalling and related infrastructure.

Section 1.6.2 (b) (ii) of AS 4292.1-2006 defines an implementation principle of ensuring that both railway traffic and the track and other infrastructure have compatible operating parameters.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

AS 4292.4-2006 requires an interface coordination plan and procedures for assessing and monitoring the compatibility of engineering and operational parameters. Appendix B of AS 4292.4-2006 identifies matters that should be considered for the interface coordination plan. The following excerpts from Appendix B of AS 4292.4-2006 are relevant to this standard:

…

(v) Size, shape, gauge and profile of wheels.

(vi) Limits on wheel condition.

…

(viii) Braking systems, including train performance parameters for both air brake and handbrake.

…

(xi) Effective electrical conductivity between wheel-to-rail contact points on the same axle.

(xii) Electrical compatibility between traction system components and between traction systems, and signalling and telecommunication systems.

…

(xv) Sanding equipment and its possible effects on track circuits.

…

(xviii) Train acceleration performance.

…

(d) Signalling and telecommunications systems and equipment

…

(xi) Possibility and effect of electric traction or other electromagnetic interference with the signalling and telecommunications, or any other system.

…

(xvii) Operation of track-to-train automatic protection systems.

(xviii) Required stopping distances, speeds and signal sight distances.

(xix) Restrictions to be applied to particular types of trains where they are signalled over track which operates mixed train types (for example, freight, loco-hauled passenger and electric multiple units (EMUs) passenger).

(xx) Onboard safety systems.

8. Risk factors

Where new forms of rolling stock are about to enter the MRA there is a risk to the integrity of the signalling system.

Risk factors identified in the interface between rolling stock and the signalling systems include the following:

• ineffective detection of train presence

• electrical interference between trains and infrastructure

• train braking performance and acceleration

• damage to signalling equipment such as facing points, due to wheel geometry

• data transfer between signalling systems and train or driver

• the ability of the driver to initiate appropriate responsive action

Train detection is the technology and method by which the signalling system knows where a train is (the state of occupancy of any protected section of track). Track circuits are the main train detection technology currently used. The principal risks associated with track circuits are the ability of the train to make effective electrical contact between wheel and rail, and the sensitivity of adjustment of the track circuit. Secondary risks are maintaining effective conductivity between rolling stock wheels on any axle, and the potential for electric traction systems to be the source of interference, which renders the track circuits unsafe or unreliable.

Where axle counters are used for train detection, a different risk profile emerges. The ability of the axle counter system to reliably detect the presence of a train remains the highest risk. Secondary risks are associated with miscounts of the axle counter where an unoccupied section of track remains in the occupied state, forcing train movements to be executed manually.

Train braking poses the problem of matching signalling infrastructure design to train braking potential, so that the signalling system can provide sufficient warning for all trains approaching a stop signal to stop safely before the obstruction that it protects. Identified risk factors include the value and variability of braking effort, propagation delay in initiating braking effort throughout the length of a train, and variations in train speed.

Most forms of rolling stock used in the MRA are fitted with trip mechanisms. The identified risk of trip mechanisms is that there could be a misalignment between the train mounted trip gear and the ground mounted trainstop. The implication is that the trainstop arm could fail to engage with the train mounted trip gear, allowing a train to proceed unimpeded.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

At rail junctions, there is a risk that mismatched wheel geometry could not effectively cause the train to follow a diverging route.

Finally, there is a risk that the driver could not adequately perceive or respond to signalling indication.

9. Train detection

The train detection system in the MRA uses track circuits, axle counters, treadle switches and data pick-up units (DPUs).

9.1. Track circuits requirements

The basic principle behind a track circuit lies in the connection of the two rails by the wheels and axle of a vehicle to short out an electrical circuit. This short circuit is detected by the track circuit receiver which then reports the presence of the vehicle to the signalling system.

Train detection by track circuits is the result of one or many axles on a train, making effective electrical contact with the surfaces of both rails, providing a low-impedance path to the track circuit current and thereby depriving a correctly-adjusted receiver of energy.

9.1.1. Track circuit compatibility requirements

Rolling stock operating on the MRA shall meet the requirements below to be compatible with the MRA's track circuits and train detection systems.

• The maximum resistance between rail contact surfaces of wheels on the same axles shall be no greater than 1 mΩ.

• The total rail-to-rail resistance of any one unit shall not exceed 1 mΩ when measured on clean straight track at an open-circuit voltage not exceeding 1.0 V rail-to-rail.

• The leading and trailing axle of each diesel self-propelled unit shall be provided with the means to keep contact surfaces clear of any contaminant build-up, especially while rolling on straight track; for example, tread brakes or scrubber blocks.

• Where there is a concern as to how well the leading and trailing single axle can shunt sufficient rail current, additional measures shall be employed to ensure effective track circuit shunting, for example, track circuit actuators.

• Irrespective of wheel or rail wear states, wheels shall always maintain effective rail wheel electrical contact. In particular under the following conditions:

o centre top 10 mm of new or re-profiled rail

o inner 30 mm of top of worn or standard profile rail

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Note 1: Effective rail wheel electrical contact infers that even for a worn wheel tread profile, the contact point on the rail shall be on the shiny used 'conductive' contact band and not on the rusted part of the rail head

Note 2: Tolerances for new and worn rail head profiles are defined in the Track Standard ESC 220 Rails and Joints.

Note 3: Worst-case wheel tread profiles are detailed in ESR 0330 Wheel Defect Manual.

• The vehicle shall not deposit insulating materials on the rail contact surface that interfere with the ability of the train to be detected by the signalling system.

• Vehicles that use sand to improve wheel-to-rail friction shall have de-sanding equipment fitted. The system requirements for the use of sand and de-sanding equipment are documented in T HR RS 00300 ST RSU 300 – Minimum Operating Standards for Rolling Stock – Locomotive Specific Interface Requirements.

• The tread of a wheel shall not be allowed to be contaminated by brake residue where this can interfere with the shunting performance of the train.

• For all new vehicles, an assessment of the vehicle against those factors that affect train shunting as described in Appendix B of this document is required. The outcome of the assessment should indicate that the vehicle has sufficient inherent features in its design to assist shunting.

9.1.2. Track circuit proof of compliance

The rolling stock supplier or operator shall satisfy the Asset Standards Authority (ASA) that any new rolling stock has been demonstrated to comply with the ASA requirements by providing the following theoretical and empirical data:

• detailed design analysis of vehicle dimensions, bogie and braking system design, wheel profiles and wheel and axle assembly methods

• test results of single axle wheel-to-wheel and rail-to-rail resistance measurements

• results of actual track circuit shunting tests at an approved test site

• provision of rail cleaning equipment if sand or adhesion enhancers are used; for example, blowers

• wheel cleaning or shunt enhancement provisions

• an assessment on the effectiveness of electrical connections between axles and between axles on different bogies

The submitted information shall be in the form of a risk assessment, using T MU MD 20002 ST Risk Criteria for Organisations Providing Engineering Services.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

9.1.3. Track circuit discussion

Effective train detection (by track circuits) is the result of one or many axles on a train making effective electrical contact with the surfaces of both rails, providing a low-impedance path to the track circuit current and thereby depriving a correctly adjusted receiver of energy. This depends on clean wheels making contact with clean rails on correctly adjusted track circuit equipment.

The track circuit shunting performance of a piece of rolling stock is the result of a number of factors, individually and in combination. These factors include the following:

• wheel to rail interface

• rail and wheel metallurgy

• rolling stock design and mass

• electric traction

• sanding

• leading and trailing axles

• vehicle dimensions

• track circuit sensitivity

Wheel to rail interface

The match between rail and wheel profiles is of critical importance to the effectiveness and reliability of track circuit shunting.

Rail profiles are specified in ESC 220.

Wheel profiles are specified in T HR RS 00200 ST RSU 200 Series – Minimum Operating Standards for Operating Standards for Rolling Stock – Common Interface Requirements.

Worn wheel information is specified in ESR 0330.

The occasional presence of mismatched wheel profiles has led to cases of rail contact failure where wheels contact the rail outside of the established contact band, thereby creating an intermittent shunting effect.

A mismatch can also occur where a vehicle operates over track not on a regular route for that vehicle. Regular operation can result in the wheel developing the matching contact band on the rail.

Rail and wheel metallurgy

Metallurgical factors play a part in the train detection equation. The propensity of rail surfaces to oxidation, the ease with which wheel treads can pick up contaminants in rolling contact and the relative hardness of rails and wheel treads can result in different tread wear rates and profiles.

A continuing trend in the metallurgy of wheels is to increase the hardness of the wheel to maintain its profile. Harder wheel materials maintain tread profile for longer because they don't wear as much as softer materials.

Rolling stock design and mass

Generally, the effectiveness of rolling stock detection improves with increasing vehicle mass. Low vehicle mass is normally not a factor with freight trains, due to the mass of a typical locomotive. It can be a concern with lightweight diesel railcars.

Secondly, the interaction of wheels and rail at the contact surface is very significant. Traditionally, rolling stock bogie design was relatively unsophisticated, producing large amounts of relative movement between wheels and rails, which resulted in a high degree of mutual cleaning and polishing of the contact surfaces.

Improvements in wheel and rail design, initially with passenger rolling stock and more recently with freight stock (with steering bogies) have extended the life of wheels and rails at the expense of contact surface polishing. Moreover, wheels, which roll without slippage, will pick up a layer of contaminant from the rail surface, which can degrade their shunting effectiveness, even on clean rail.

Using light short consist railcars with optimised bogie design and disc brakes can result in higher risk situations, particularly where they operate over a corridor in which they do not normally operate. Regular operation in country areas can cause wheel hollowing and a wheel- to-rail mismatch.

Track circuit actuators (TCAs) are the preferred method of mitigating this risk.

Electric traction

A feature of wheel-to-rail contact is that when a current flow of any kind is established, any other current can follow the same path without obstruction. Electric rolling stock has the advantage over diesel powered rolling stock in that any temporary loss of wheel to rail contact will be rapidly rectified by the traction return current, re-establishing an effective return path.

Sanding

Dry sand is an extremely effective electrical insulator. Using sand or similar materials to improve wheel-to-rail friction shall be applied and controlled in a manner which does not leave an insulating layer on the rail-to- wheel contact surface.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Leading and trailing axles

TfNSW uses DPUs across the MRA for a variety of applications. DPUs are essentially a tuned rail current sensor that is influenced by the magnetic field generated by the track circuit current flowing in the rail. For correct operation, the leading and trailing axle of a train must always be able to shunt sufficient rail current away from the area of influence of the DPU.

Track circuit sensitivity

The lower the resistance required to place a track circuit into the occupied state the less sensitive the track circuit is to train shunt.

All track circuits in use in the MRA have a shunt sensitivity of no less than 0.15 Ω. This means that all track circuits installed in the MRA will show occupied when a resistance of 0.15 Ω or less is applied across the rails.

The minimum resistance of the vehicle for a rail vehicle to be safely and reliably detected by a track circuit including any resistances between wheel and rail shall be less than 0.15 Ω.

In the outer metropolitan area, some older track circuit types still exist that have a shunt sensitivity of 0.06 Ω. Where vehicles are intended to operate over these types of track circuits, the minimum resistance of the vehicles for it to be safely and reliably detected by a track circuit including any resistances between wheel and rail shall be less than 0.06 Ω.

9.2. Axle counter requirements

The basic principle of an axle counter lies in the ability of a wheel to sufficiently disturb a magnetic field produced by a rail mounted wheel sensor. The wheel needs to be of a low permeable material and of sufficient dimension so as to be reliably detected.

9.2.1. Axle counter compatibility requirements

Rolling stock operating on the MRA shall meet the following requirements to be compatible with the MRA's proposed use of axle counters:

• maximum distance between axles shall be as defined in Section 10

• distance between end of train and first axle shall be as defined in Section 10

• minimum axle spacing shall be such that at line speed, the wheels can be reliably detected as required in ERA/ERTMS/033281 Interfaces between control–command and signalling trackside and other systems

• wheel material shall have ferromagnetic characteristics and be electrically conductive

• rolling stock protuberances shall be kept free of the metallic influencing zone as defined in ERA/ERTMS/033281

Where the wheel dimensions detailed in ERA/ERTMS/033281 differ from those listed in T HR RS 00200 ST the matter shall be referred to the Lead Signals and Control Systems Engineer, ASA who will determine whether the wheel dimensions are operationally acceptable through discussion with the axle counter equipment supplier or manufacturer.

Rolling stock-generated interference limits are defined in ERA/ERTMS/033281. The test process shall be performed in accordance with I.S. EN 50617-2 Railway applications – Technical parameters of train detection systems for the interoperability of the trans-European railway system – Part 2: Axle counters.

Wheel parameters

Wheel parameters shall be in accordance with T HR RS 00200 ST and T HR RS 00870 ST RSU Appendix G – Drawings.

9.2.2. Axle counter proof of compliance

The rolling stock supplier or operator shall satisfy the ASA that any new rolling stock has been demonstrated to comply with its requirements by providing the following theoretical and test data:

• detailed design analysis of vehicle dimensions, wheel dimensions, bogie and braking system design

• results of actual axle counting occupancy tests at an approved test site

• results of actual interference tests by an approved method

9.2.3. Axle counter discussion

Effective train detection (by axle counters) is the result of wheels passing over a sensor attached to the rail. Depending on the sensor type, accurate and reliable detection of either the wheel itself or the wheel flange passing over the sensor distorts a magnetic field produced by the sensor, which is then detected by an evaluator.

Wheels of smaller dimensions generally have smaller flanges and as such, when travelling at speed, not only do they distort the magnetic field less, but they also distort it for a shorter time. Axle counter evaluators have a minimum integration time which must be met in order to achieve a reliable count.

Reliable detection is the result of the following:

• wheels or flanges being within the detection limits as specified for the axle counter

• protuberances on the vehicle being outside of the metallic influencing zone

• the speed of the vehicle

• distance between axles meets the minimum integration time of the wheel sensor

Interference from rolling stock is greatly diminished as the wheel sensor is galvanically isolated from the rail; however there is still the potential for the sensor to be influenced by strong magnetic fields from traction systems and other large electromagnetic radiating sources on board the vehicle.

Wheel to rail interface

For axle counters, the wheel to rail interface is far less of an issue than for track circuits.

For axle counters to reliably detect wheels and flanges, the detectors first need to be properly positioned on the rail, done in accordance with the manufacturer's instructions. Reliable detection for both wheel and flange detector systems will require the wheels to be kept within tolerances as defined in ESR 0330.

9.3. Other methods of train detection

Track circuits are the main form of train detection used in the MRA. However there are a number of installations where alternative methods such as treadle switches and DPUs are used.

9.3.1. Treadle switches

Using treadle switches eliminates many of the problems associated with train detection using track circuits. However, on some forms of rolling stock, the wheels are of such a size that they cannot be reliably detected, or cannot be detected at speed.

Treadle switches are not failsafe in design, so are only used in applications where their failure modes do not result in an unsafe condition.

Treadle switches requirement

The minimum wheel diameter for detection of the treadle switches used in the MRA is 450 mm, as referenced in the manufacturer's technical manual.

Treadle switches proof of compliance

Proof of compliance will be determined by developing specific test cases tailored to test the vehicle against the installed items. Acceptance criteria for each test case will be based on the detection requirements detailed in the manufacturer’s technical manual. To ensure long term compliance, the acceptance criteria may also include a safety margin, to allow for wheel wear.

Treadle switches discussion

Treadle switches detect the passing of a wheel over a sensor mounted to rail. Some sensors are mechanical, but most detect the wheel through a change in the magnetic circuit generated by the sensor. The sensors are designed to detect the passing of a wheel with certain dimensions. Some sensors pay particular attention to the wheel flange.

9.3.2. Data pick-up units

DPUs are also known as pin point detectors or intermediate receivers. They are a tuned inductive pick-up device, and are located adjacent to the inside running rail of an audio frequency track circuit. The DPU is energised by the electrical current that flows in the rail from the parent track circuit.

The low output of the DPU is amplified by way of either a step-up transformer or an intermediate amplifier of type QAJTC1, where it is then fed into an audio frequency receiver.

As a wheel passes over the DPU, the short circuit formed by the wheel and axle to the other rail shunts the track circuit current away from the DPU, depriving it of sufficient current to maintain its output above the pick-up threshold for the receiver.

DPUs can be used to either detect the leading end of a train where they are used to typically time a train’s approach speeds or they can detect the rear of the train where they are typically used for conditional clearing of signals in the rear.

DPU proof of compliance

DPUs have been proven to be very susceptible to interference from rolling stock; particularly rolling stock that uses power electronic controlled traction systems due to the 'close-up' effect described further in section 21.

Proof of compliance will be determined by specific test cases where the vehicle under test is to power and brake over the DPU, to ensure that noise levels detected by the DPU are within specified limits.

Particular dimensions on rolling stock are critical to the train detection system for both track circuited and axle counter solutions.

Vehicle dimensions that have the ability to affect the signalling system include the length of vehicle overhang and the distance between inner axle centres.

Vehicle dimensions that have the ability to affect the overhead wiring (OHW) include the position of pantographs on board an EMU and their likelihood of bridging out section overlaps for extended periods of time, particularly when standing at a signal at stop.

10.1. Vehicle overhang

To guarantee the safety of trains on converging tracks at clearance points, the extremities of any vehicle shall not extend past the outermost detectable axles by more than 3 m. Details of permitted vehicle outlines and swept paths are documented in T HR RS 00100 ST RSU 100 Series – Minimum Operating Standards for Rolling Stock – General Interface Standards.

Where it is proposed to operate a vehicle in the MRA with an overhang in excess of 3 m, the acceptance for approval shall assess the likelihood of a collision on converging or diverging routes.

10.2. Inner axle centres

To maintain shunting reliability, there shall always be a minimum of two axles shunting a track circuit. The minimum track circuit length used in the MRA is 15 m. Consequently the maximum distance between inner axles of a single vehicle is 14 m to ensure that there will always be a minimum of two axles shunting the shortest-used track circuit.

Details on the bogie centres for approved rolling stock types can be found in T HR RS 00100 ST.

Where it is proposed to operate a vehicle in the MRA where the inner axle spacing exceeds 14 m, the acceptance for approval shall assess the likelihood and consequence of the potential for a track circuit to energise underneath the vehicle.

Where axle counters are in use, the minimum distance of a track section shall be 15 m, the same as is for track circuits.

10.3. Vehicle body outline

Track side signals are installed perpendicular to the track at distances that do not infringe on the requirements defined in the civil standard ESC215 Transit Space.

Vehicle body outlines shall comply with TfNSW standard T HR RS 00100 ST.

Vehicles with light axle loads are less effective in providing a consistent shunt.

Axle loads of 10 tonnes or less shall have further consideration in the compatibility assessment with, if necessary, dynamic tests conducted to prove satisfactory shunting performance.

Appendix B details factors that affect the shunting of track circuits.

10.5. Relative positions of signals and open overhead wiring (OHW) overlaps

When standing at a signal at stop EMUs shall be of a length that the pantographs shall not bridge out switched (when the switch is open), or open overlaps in the OHW. This is in accordance with T HR EL 08002 ST Relative Positions of Signals and Open Overlaps.

Discussion

EMUs shall not stand within an open overlap section in the OHW as pantographs can electrically connect two sections of OHW through the carbon strip on the pantograph, resulting in localised heating and eventual failure of the OHW system.

For this reason, signals shall not be placed within 200 m in advance of an open overlap section (200 m being the maximum allowable distance for an 8 car suburban train).

Proof of Compliance

Trains lengths and the position of pantographs on board each train shall be assessed for compliance to the requirements in T HR EL08002 ST.

11. Track circuit actuators

A track circuit actuator (TCA) is an ancillary system which can be fitted to rolling stock to assist in the shunting of track circuits.

All passenger DMUs operating with 8 axles or less shall be fitted with a TCA.

Where passenger DMUs are not fitted with a TCA their ability to maintain a reliable shunt on a track circuit shall be assessed. Where reliability of shunt cannot be guaranteed to an SFAIRP level, the vehicle shall not be reliant on the signalling system. Alternate means of safe vehicle movements need to be applied; for example, block working.

11.1. Requirements for a track circuit actuator

The track circuit actuator antenna shall be fitted to the leading bogie of a vehicle. Where a vehicle can be operated from another end, a TCA antenna shall be fitted to all leading bogies.

The fitment of the antenna shall be certified in all mechanical (installation and mounting) and electrical (operating) respects.

The TCA shall be type approved.

The transmitter shall have a health monitoring circuit which is indicated to the operator so that in the case of a failed system, it becomes a known fault.

The health monitoring system shall be of a fail-safe design.

The TCA system when installed and commissioned shall be certified by tests to ensure that it is functioning correctly.

The TCA shall be regularly inspected and maintained. The rolling stock operator shall determine the necessary maintenance and inspection intervals.

Before a vehicle fitted with a TCA is allowed onto the MRA, all TCA systems shall be proven to be operating, confirmed by there being no TCA fault indicated on the operator’s control panel or by visual inspection of any fault indicators on the transmitter unit itself.

11.2. In service failures of the TCA

Prior to accepting a vehicle fitted with one or more TCAs, a risk assessment shall be conducted to consider the operational risk of operating the vehicle in the event that a TCA fails while in service. The risk assessment shall consider the likelihood of a loss of train detection and the protection of the vehicle from following trains.

The determination of the risk assessment shall form part of the vehicle acceptance criteria where it shall clearly state the operational procedure to be followed if there is a failure of one or more of the onboard TCA systems.

12. Train braking requirements

All trains operating in the MRA shall have a combination of braking performance and maximum operating speeds which permit them to stop safely in the warning distances provided by the installed signalling infrastructure.

Train braking performance of a complete consist, operating at up to its permitted maximum speed at a site, shall equal or better the braking distances provided through the signal aspects.

Freight rolling stock operating on lines designated for freight or mixed traffic shall have braking performance which meets or exceeds that defined by the GW 16 braking curve at all speeds up to 115 km/h under full service braking conditions. T HR RS 00830 ST RSU Appendix C – Brake Performance Curves specifies braking curves.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Service braking of passenger rolling stock that operates on passenger only lines shall have braking performance which meets the GE 62 braking curve at speeds up to 115 km/h, and the XPT braking curves (GX4M) between 115 km/h and 160 km/h.

Passenger rolling stock fitted with trip gear for emergency trainstop operation shall have emergency trip braking performance that exceeds the GE 52 A braking curve by 15% at speeds up to 130 km/h.

All new passenger rolling stock shall have an emergency braking performance which is 15% better than the GE 52 A braking curve.

The braking performance of all new passenger rolling stock is detailed in Table 2 of T HR RS 00600 ST.

A consist whose braking distances does not meet those in the GW 16 curve, may be approved for operation subject to conditions to ensure that its performance will match the infrastructure.

The configuration of an approved consist shall be maintained by the rail transport operator within a range such that its braking distance, acceleration and attainable speed performance do not vary by more than 10% above those of the configuration submitted for approval. Variations in configuration include changes to train length, gross mass and the number and power of locomotives.

Further details on how the braking curves are applied to the signalling system can be found in ESG 100.3 Braking Distance and ESG 100.4 Overlaps.

12.1. Train braking proof of compliance

The rolling stock supplier or operator shall, by provision of empirical test data or other means, satisfy the ASA that any new rolling stock unit or consist has been demonstrated to comply with the required braking, or that suitable restrictions are in place to ensure that the infrastructure braking limits are not exceeded.

12.2. Train braking discussion

AS 4292.4-2006 identifies the risks posed by mixing trains of markedly different acceleration, speed and braking performance in one system whose design must, of necessity, be optimised for one type of traffic.

Risk factors here are of the following two types:

• safety risk, in that a train whose combined mass, speed and braking capacity make it incapable of braking to a stop before encountering an obstruction presumably protected by the signalling system, may be permitted to enter the system

• commercial risk, in that poorly-braked trains could have to operate under speed restrictions which make their operation uneconomic, or could even result in delays to other services sharing the corridor

The signalling infrastructure, augmented by some local speed restrictions which have been imposed on particular train types, is generally capable of managing trains whose braking meets or exceeds the GW 16 braking curve at the permitted line speed. The GW 16 braking curve is adopted as the standard against which all new services are evaluated.

Where a rail transport operator proposes to introduce significantly longer and heavier trains on the MRA with longer braking distances, the cost of improving signal warning distances or imposing operating speed limits to meet an increased braking requirement will become part of the commercial considerations in deciding whether to introduce the proposed service.

With long, heavy trains, the addition of more locomotives has very little effect on the train’s braking capacity. By contrast, providing extra horsepower, whether by more powerful or additional locomotives, will improve the speed capability to the point where it will be operating at speeds in excess of its ability to brake safely. This is the reason for requiring that, where a particular consist has been assessed and approved for operation, its braking and speed capabilities should be maintained within close limits.

13. Facing points and wheel geometry requirement

The safe movement of trains over facing points shall be guaranteed by the rolling stock supplier or operator by ensuring that all vehicles comply with the requirements of RSU 212 Wheels, minimum operational requirements in T HR RS 00200 ST.

13.1. Facing points and wheel geometry proof of compliance

Proof of compliance for facing points and wheel geometry is specified in RSU 212 in T HR RS 00200 ST.

13.2. Facing points and wheel geometry discussion

A critical factor in the safe operation of trains is their ability to pass safely through sets of points. At facing points, the combination of wheel flange dimensions, points blade design and points adjustment and detection ensure that wheels will follow the intended straight or diverging path, without ‘splitting’ the points or derailing.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Signalling maintenance procedures ensure the correct points geometry is maintained; compliance with RSU 212 is to ensure that compatible flange dimensions are maintained.

14. Automatic train protection (ATP)

In 2017, trackside electromechanical trainstops with associated trip gear on the train is the only automatic train protection (ATP) system in operational use. A European train control system (ETCS) is being phased into operation. The first operational ETCS installation is planned for 2018.

Fitment of trainstops, trip gear and ETCS is required as defined in the following sections. In the future, when all trains for a line are deemed to need ETCS only or which do not require ATP, then fitment of trainstops and trip gear will cease for that line.

14.1. Trainstops and trip gear requirements

Trainstops are provided in the metropolitan area between Emu Plains, Hawkesbury River, Bombaderry and Macarthur as well as Fassifern to Newcastle. Some high-risk locations outside of these areas also have trainstops installed.

Train-borne trip gear shall be fitted to each end (front and rear) of every passenger train on the left hand side in the direction of travel. It shall be designed and located at the front of the car (driver’s cab) to engage reliably with ground-mounted trainstops. Details on the positioning of the trip gear can be found in T HR RS 00100 ST.

Ground-mounted trainstops are installed in accordance with SPG 0706 Installation of Trackside Equipment.

Trains shall be able to withstand the effects of back tripping without brake application at speeds up to 25 km/h.

Trainstop arms have been tested and assessed to withstand the forces incurred in a trip event at speeds up to 140 km/h, using trip arms that are approved and fitted to the existing fleet.

Trains operating at speeds above 140 km/h and striking a raised trainstop arm have the potential to generate impact forces which could lead to the fracture of the arm or the arm face.

Trains fitted with new designs of trip gear (the train-borne trip valve) or trains that operate at speeds above 140 km/h, need to consider the impact forces on the arm or arm face prior to being introduced.

14.1.1. Trainstops and trip gear proof of compliance

The rolling stock supplier or operator shall provide details of the design and operation of the trip gear equipment to be provided on the rolling stock proposed, for approval by the ASA.

14.1.2. Trainstops and trip gear discussion

Mainly in areas of dense traffic, signalling system design is dependent on a measure of enforcement of trains stopping at signals and of staying below set speed limits at certain locations.

Any new rolling stock needs to be equipped with the interface and control equipment to enable those enforcement functions to be effective to maintain system safety.

In sidings and other low speed routes, some trainstops may not be suppressed for signalled moves in the opposite direction.

Where this occurs, the back face of the trailing train mounted trip valve can strike the back of the trainstop arm, with the ensuing motion causing a false operation of the trip gear and the application of the brakes. This is known as back tripping.

14.1.3. Speedometer accuracy

Trains shall be fitted with accurate speedometers to permit drivers to control train speeds, in particular at timing points located throughout the system where approach speeds are between 5 km/h and 25 km/h.

The requirements for speedometer accuracy are detailed in T HR RS 00300 ST RSU 350 for locomotives and in T HR RS 00600 ST RSU 600 Series - Minimum Operating Standards for Rolling Stock - Multiple Unit Train Specific Interface Standards RSU 650 for multiple units.

14.2. European train control system (ETCS)

ETCS level 1 LS mode trackside infrastructure is being installed in the MRA with operational use planned for 2018. A Level 2 pilot trial was carried out in 2015. Planning for Level 2 trackside installations has not commenced.

The ETCS installations comply with European community technical specifications for interoperability relating to the control-command and signalling (CCS TSI). Some deviations and additions to European requirements are defined in T HR SC 01610 SP ETCS Trackside Equipment and T HR SC 01650 SP ETCS Onboard Equipment as described in Section 14.2.1 and Section 14.2.2.

14.2.1. ETCS trackside implementation in the MRA

ETCS trackside equipment complies with T HR SC 01610 SP.

Current baseline

Trackside installations currently implement European Union Commission Decision 2015/14 that amends Decision 2012/88/EU. Set of specifications #2 (ETCS baseline 3 and GSM-R baseline 0) are applied. This is commonly known as ETCS baseline 3 Maintenance Release 1 (ETCS B3 MR1).

Previous baselines in use

No previous ETCS baselines are in operational use.

Specific trackside application

Trackside data uses an M_VERSION binary value of '010 0000' equivalent to version 2.0.

The trackside primarily implements Level 1 LS mode.

Level 2 is not yet implemented.

The trackside subsystem does not use Euroloop or radio in-fill.

Table 1 lists the ETCS levels not planned for implementation by the trackside subsystem that have a direct impact on onboard subsystem fitout design for a train.

Table 1 – List of unused ETCS levels

Unused levels Level national train control (NTC) Level 3

Table 2 lists the ETCS Modes not planned for implementation by the trackside subsystem that have a direct impact on onboard subsystem fitout design for a train.

Table 2 – List of unused ETCS modes

Unused modes Passive shunting (PS) Reversing (RV) National system (SN)

Table 3 lists the level 1 track to train packets not planned for implementation by the trackside subsystem, that have a direct impact on onboard subsystem fitout design for a train.

Table 3 – List of unused ETCS Level 1 track to train packets

Unused packet number Unused packet name 13 Staff responsible distance information from loop 39 Track condition change of traction system 40 Track condition change of allowed current consumption 44 Data used by applications outside the ERTMS or ETCS system 51 Axle load speed profile 68 Track condition 69 Track condition station platforms 70 Route suitability data 71 Adhesion factor 76 Packet for sending fixed text messages 79 Geographical position information 133 Radio infill area information 134 EOLM packet 138 Reversing area information 139 Reversing supervision information 143 Session management with neighbouring radio infill unit

All ETCS levels, modes and packets that are not listed in Table 1, Table 2 or Table 3 as unused may be implemented and shall be supported by the ETCS onboard subsystem.

Note: Unused levels, modes, packets and functionality provided by ETCS may be included in future trackside applications to meet business requirements.

Balises may be installed on curves down to 180 m radius in accordance with UNISIG SUBSET 040 Dimensioning and Engineering rules.

Balises are installed with the switchable balises first in the normal direction of travel, then the fixed balises.

Trackside equipment installation is designed for a maximum train speed of 160 km/h.

The trackside application design is in accordance with the principles defined in T HR SC 10031 ST Signalling Design Principle – ETCS Level 1. Train performance allowances are defined in the principle.

Trackside permanent speed data is allocated to the following static speed profiles:

• general track speed sign speeds to the basic static speed profile

• medium track speed sign speeds to other specific SSP category for passenger train and replacing the cant deficiency SSP (NC_DIFF = 2, Q_DIFF = 1)

• high track speed sign speeds to cant deficiency 100 mm static speed profile (NC_CDDIFF = 1)

Note: ESC 210 Track Geometry and Stability sets the track requirements for permanent track speeds.

Note: T HR RS 00100 ST sets the train requirements for operating speed allocation via Track interface – RSU 120.

Note: ETCS speed profiles and train categories based on cant deficiency do not have options for the cant deficiency parameters used in the MRA.

Operation of ETCS fitted trains from other networks on the MRA shall consider compatibility of the ETCS train category with the trackside static speed profiles for safe operation.

Trackside installations do not implement advisory speed signs or freight train speed signs.

A register of ETCS trackside subsystem implementation concessions, nonconformances and type approval conditions will be maintained for use in compatibility assessments.

Specific trackside to onboard deviations for ETCS baseline

Balise installation relative to next train detection location

The installation rules for balises comply with UNISIG SUBSET 040 with the following amendment to the rules:

Rule 4.1.1.5:

The last switchable balise reference mark is at least 5.0 m in the rear of the location where the train could be detected for the next section. This is based on the amendment to rule 4.1.2.2. The amended rule is defined in Section 14.2.2 of this document.

The reason for the amendment is that the onboard antenna placement is tightened to allow balises to be installed closer to signals. A significant number of existing signals are close to the end of platforms which limits the space for balise installation. The alternative is to relocate the existing signals. New signal installations are allowing sufficient space for balise group installation.

Balise installation relative to guard rails

Installation of balises relative to guard rails has implemented arrangements that don't fully comply with UNISIG SUBSET 036 FFFIS for Eurobalise. A specific trackside guard rail compatibility test is required for the onboard equipment. This test is detailed in Section 14.2.2.

14.2.2. ETCS onboard requirements

All new rolling stock types for passenger services shall comply with T HR SC 01650 SP. The specific ETCS baseline for new or altered ETCS onboard installations is defined in T HR SC 01650 SP.

The ETCS onboard subsystem shall be compatible with the ETCS trackside implementation in the MRA as detailed in Section 14.2.1.

The ETCS train category determines which speed profile provided by ETCS trackside subsystem is selected by the train's ETCS onboard subsystem. TS TOC 1 Train Operating Conditions (TOC) Manual – General Instructions identifies groups of train types that are associated with particular types of track speed signs. Train categories will align with these groups.

The trackside subsystem supports the one cant deficiency train category. The cant deficiency train category is NC_CDTRAIN = 1 for high track speed signs.

The other international train category is supported for the passenger train category only with a NC_TRAIN binary value of 'xxx xxxx xxxx x1xx' where 'x' is an undefined value of 0 or 1. This selects the static speed profile for medium track speed signs.

Trains that do not match the previously mentioned train categories will be allocated the basic static speed profile which contains the general track speed signs.

Allocation of the ETCS train category for compatibility with the trackside static speed profiles shall also consider interoperability on other rail networks that may be fitted with ETCS in the future.

A register of ETCS onboard subsystem implementation concessions, nonconformances and type approval conditions will be maintained for use in compatibility assessments.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Specific onboard to trackside deviations for ETCS baseline

Balise antenna mounting location

The balise antenna reference mark mounting location shall comply with UNISIG SUBSET 040 with the following amendment to the rules:

Rule 4.1.2.2:

Increase the minimum 2 m from the coupling face of the vehicle to at least 5.2 m.

Reduce the maximum 12.5 m in the rear of the 1st axle to 3.7 m.

The reason for the amendment is firstly to allow the front of the vehicle to stop close to a signal and secondly that individual locomotives are not being fitted currently, so midpoint mounting is not required. The distance changes permit rule 4.1.1.5 to be amended to suit the existing trackside infrastructure. The amended rule is defined in Section 14.2.1.

GSM-R frequency band

ETCS level 2 will use the digital train radio system (DTRS) which implements GSM R in the 1800 MHz band instead of the 900 MHz band used in Europe.

Specific onboard to trackside compatibility tests

Non-ETCS trackside equipment

Balise transmission and odometry radar equipment have been tested for compatibility with the existing non ETCS trackside equipment. The requirement to perform additional specific compatibility testing will be determined as part of the type approval of new types of ETCS onboard equipment.

Trackside guard rail

A test of onboard balise transmission compatibility with a non-compliant guard rail solution is required. The test is a modified onboard equipment test based on UNISIG SUBSET-085 Test Specification for Eurobalise FFFIS for guard rails cross-talk test condition as modified below:

• Section 5.2.2.2.3 of UNISIG SUBSET-085

o use test conditions as defined in B5.3.2 Guard Rails of Annex B modified by simulation of insulated rail joints instead of the air gap

o test for reduced size, longitudinally mounted only with no metallic plane or steel sleepers underneath the reference loop

• Section 5.2.9 of UNISIG SUBSET-085

o perform guard rails cross-talk tests as per the above modified section 5.2.2.2.3 only

o test procedure and acceptance criteria for cross-talk immunity remain unchanged

o provide cross-talk margins for both the standard and modified B5.3.2 arrangements

Electromagnetic compatibility (EMC)

ETCS onboard equipment shall have demonstrated electromagnetic compatibility (EMC) as required by ETCS baseline and GSM-R baseline. In addition, evidence of compliance with the following shall be provided:

• Conducted interference (as root mean square current) from the onboard ETCS equipment onto the train power supply is be less than one third (1/3) of the maximum permissible rail current defined in Figure 1 and Table 4 of Section 18.1 for frequencies between 40 Hz and 3000 Hz.

• A compliance type test is required as part of the environmental testing of the onboard ETCS equipment. The type test shall include transient conditions. Transients include power on and off. Exceedences of up to three times for less than 200 ms duration are permitted during power on and off transients.

• Confirmation that ETCS equipment that fits the definition of radio transmitters (other than GSM R equipment) is compliant with Radiocommunications (Low Interference Potential Devices) Class Licence 2015.

Balise reading and electrical traction

Train type tests shall be conducted and analysed to demonstrate that the UNISIG SUBSET 036 section 5.5.5 Safety, quantification requirements are met under all conditions encountered in normal operations. Typically this includes a balise reading site test. The train paths selected for the balise reading site test shall include locations representative of typical electromagnetic interference (EMI) due to pantograph interaction with section insulators, open overlaps in the contact wire, and maximum traction supply current events.

14.2.3. ETCS certification

The certification requirements for the use of ETCS sub-systems in the MRA are defined in the specification that applies to the sub-system.

Trackside ETCS sub-system certification is detailed in T HR SC 01610 SP.

Onboard ETCS sub-system certification is detailed in T HR SC 01650 SP.

14.2.4. ETCS discussion

TfNSW has adopted ETCS as its ATP system for heavy rail.

ETCS is the mandated ATP system for significant rail lines in Europe. ETCS standards and specifications are controlled by the European Union Agency for Railways. Compliant products are produced by a number of suppliers. Interoperability between different products is verified at specific interfaces. Not all interfaces are interoperable or compatible. The European Union has set a process for assuring compliance for ETCS products and implementations. This process includes the use of notified bodies to assess a manufacturer’s conformity to the essential requirements listed in a directive.

Specifications, standards and documentation for ETCS are available from the European Union Agency for Railways website, www.era.europa.eu. The documents are found under Core Activities, ERTMS (European Rail traffic Management System).

The ETCS system has a trackside sub-system and onboard sub-system. Responsibility for both the trackside and onboard sub-systems rest with the signals and control systems discipline.

Some existing rolling stock is being fitted with ETCS Level 1 based on Conventional Rail technical specification for interoperability (TSI) on CCS (2006/679/EC) with Annex A modified as per 2010/79/EC. These trains will be upgraded to the defined ETCS baseline.

15. Signal sighting

Drivers and observers in cabs need uninterrupted vision for sighting of signals that are mounted in and about the railway corridor. T HR RS 00100 ST provides further details of this requirement which shall be met.

16. Traction return requirements

The maximum traction current drawn from the traction system shall be limited to that described in T HR EL 90003 ST Heavy Rail Traction System – Current Ratings of 1500 V dc Equipment.

The traction negative cabling on board a train shall be of such a design so as to allow full rated load current to be evenly distributed over all wheels so that the current will be evenly distributed into both rails.

16.1. Traction return proof of compliance

The rolling stock supplier or operator must be able to demonstrate by design, equipment specification and field tests if required, that the power rating of the train will not exceed specified limits.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

The rolling stock supplier or operator must be able to demonstrate by both design and equipment specification that the cabling and connection to axle are rated to carry the full expected designed load.

16.2. Traction return discussion

The traction return system is rated according to established known load profiles and therefore has finite limits. The capacity of the MRA is currently under review as a result of the steadily increasing load on the MRA.

In areas designated as light traction, the traction return system is rated at 1000 A dc/rail continuous. Light traction areas can be typified by low to medium traffic density with no significant grades.

In heavy traction areas, the rating of the traction system is 2000 A dc/rail continuous.

Provision has been made in the design of the traction return system for the temporary over- loading of the system without damage, providing there is sufficient cool-down time between peak overloads.

In order to limit the potential difference between rail and earth, there are regular connections between tracks essentially paralleling the rails, with the net effect of reducing the overall resistance of the traction return system. With the additional tracks sharing a proportional amount of traction return current, overall system load can be increased without exceeding the specific ratings of the equipment.

Single and double rail track circuits are used in the MRA, which refer to the number of rails used in each track circuit to carry traction return current. Any form of electric-powered rolling stock shall be so configured so that an effective electrical circuit is always maintained with the rail or rails enabled to carry traction return current.

17. Electromagnetic compatibility requirement

Trains shall not generate any form of electromagnetic interference that could interfere with the safe and reliable operation of the signalling system.

Trains shall comply with I.S. EN 50121 Railway applications – Electromagnetic compatibility series (in particular I.S. EN 50121-3-1 Railway applications – Electromagnetic compatibility – Part 3-1: Rolling stock – Apparatus and I.S. EN 50121-3-2: Railway applications – Electromagnetic compatibility – Part 3-2: Rolling stock – Train and complete vehicle).

17.1. Electromagnetic compatibility discussion

Current signalling systems are based, to an increasing degree, on microprocessors, data communications and other sensitive electronics, whose operation can be affected by

electromagnetic interference. A majority of these systems predate the EMC requirements that are detailed in the EN50121 series of specifications, so their compliance to these requirements has not been assessed.

For older analogue-based systems, their susceptibility to electromagnetic interference is even more notable.

Systems which could be susceptible include train detection systems, vehicle identification systems and transmission-based train control and signalling systems.

Potential issues include the following:

• false energisation of track circuit relays on the track the train is operating on

• false energisation of track circuit relays on adjacent tracks

• intermittent failure of track circuits on which either the train is operating on or adjacent to

• lock out or failure of processor-based track circuits and other signalling equipment

• interlocking system shutdowns or resets due to induced or capacitive-coupled EMI

17.2. Electromagnetic compatibility proof of compliance

The rolling stock supplier or operator shall be required to provide evidence of testing carried out to measure the emitted electromagnetic characteristics of any new or modified rolling stock.

18. Traction system compatibility requirements

Traction system compatibility is based on the existing 1500 V dc traction power system and trackside signalling system. Using other traction power systems requires the development and implementation of compatibility requirements for that traction power system.

Trains shall not provide any means for the generation or injection into the running rails of any electrical voltage or current that can interfere with the safe and reliable operation of all forms of signalling equipment and specifically train detection systems. This requirement applies equally to currents or voltages generated by the rolling stock itself, for example traction power units or auxiliary power supplies, or to components of the traction supply finding a low-impedance path to the traction return system.

Consideration shall be given to the wiring layout within the train to eliminate the effects of electrostatic, capacitive, inductive and conductive coupling between each circuit and the frame of the train.

© State of NSW through Transport for NSW 2017 Page 38 of 71 T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017 18.1. Acceptable in-rail currents at signalling frequencies

Figure 1 details the signalling noise compatibility diagram. This diagram details the acceptable levels of in-rail interference currents over the frequency spectrum which used by the installed track circuits.

ERA/ERTMS/033281 details interference limits for axle counters.

Figure 1 has been applied to testing of previously supplied electric passenger rolling stock.

Figure 1 – Envelope of maximum permissible rail current as a function of frequency for signalling system compatibility

Table 4 provides the data set for Figure 1.

Table 4 – Data set for Figure 1

Frequency (Hz) of rail current Maximum permitted rail current (A) 10 2.5 20 1.8 30 1.4 40 1.1 45 to 55 0.25 55 to 350 1.0 350 to 550 0.12 550 to 1600 1.0 1600 to 2700 0.025 2700 to 10000 0.05

New rolling stock that meets the above graph under all operating conditions is unlikely to cause interference to the signalling system, but the ASA does not guarantee that a train which meets this curve will not cause interference.

The train supplier is responsible for ensuring that the rolling stock is fully compatible with the MRA signalling system under all train operating modes.

18.2. Specification for close-up effects

Close-up effects result from large inductive sources such as traction motors inducing a small voltage onto an axle. Electrical currents can flow as a consequence of axles and rails forming a low impedance circuit.

Typically the magnitudes of close-up effect currents are close to that of a track circuit clear signal. As a general rule, track circuits are not affected by close-up effect currents as the rail-to- rail voltage is very small. However, DPU coils are easily influenced by these currents and can, if the harmonic content emulates that of a track circuit transmitter, falsely energise a DPU-fed receiver.

To define acceptable criteria for the close-up effect in the audio frequency part of the spectrum, the following shall apply:

• permitted levels of interfering frequencies and their magnitudes as specified in Figure 2

• for rail currents above 50 mA, there shall be no modulated harmonics recorded around the following frequencies:

o 1700 Hz ±100 Hz (200 Hz bandwidth)

o 2000 Hz ±100 Hz (200 Hz bandwidth)

o 2300 Hz ±100 Hz (200 Hz bandwidth)

o 2600 Hz ±100 Hz (200 Hz bandwidth)

• for rail currents below 50 mA, harmonics may be permitted but shall not be modulated

Note: Modulated harmonics are defined as those currents as having a symmetrical upper and lower frequency component based around a real or imaginary centre frequency.

• harmonic currents in the range of 1820 Hz to 1870 Hz shall be no greater than 5 mA

• no harmonics shall be permitted for rail currents above 100 mA

• rail-to-rail volts shall be no greater than 30 mV

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Figure 2 - Rail current versus frequency – permitted close-up effect currents 18.3. Traction equipment software

For any item of onboard equipment connected to the traction supply which is controlled by software, any modification has the potential to affect compatibility with the signalling system. The traction equipment supplier shall have in place a method of configuration-control for the traction equipment software.

When type testing has begun or once the vehicle has been certified, the traction equipment supplier shall not alter the configuration without advice to the ASA.

Any changes to the traction package software may require new signalling compatibility tests to be conducted. Where the changes do not affect the traction system, the traction equipment supplier shall be able to prove that the changes made to the system do not affect those elements of the traction package that affect signalling compatibility.

18.4. Traction system compatibility proof of compliance

The rolling stock supplier or operator shall conduct a combination of theoretical design analysis, laboratory testing of prototypes and on-site testing of production versions of the rolling stock. These tests shall demonstrate that any traction current noise components, under all conditions of normal and degraded operation including component failure, are below the interference thresholds of the track circuits and detection systems in the proposed operating corridor.

© State of NSW through Transport for NSW 2017 Page 41 of 71 T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017 18.5. Electric rolling stock system requirements for 50 Hz line current impedance and detection

Under certain fault conditions, the traction supply system can generate 50 Hz ripple frequency. For older parts in the MRA, 50 Hz track circuits are still in use.

For these reasons, electric rolling stock is required to limit the amount of 50 Hz ripple current flowing in the traction return system where the traction return current shares a common circuit with 50 Hz track circuits formed by the traction return rails.

18.5.1. 50 Hz line input impedance

The following requirements represent limits that are known to be compatible with the existing signalling system. The ASA will also accept other solutions that can be demonstrated to integrate successfully into the existing railway.

The 50 Hz line input impedance of the set shall be greater than those levels specified in Table 5.

Table 5 – 50 Hz line input impedance limits

Set configuration Minimum impedance at 50 Hz 4 car set, 2 pantographs, 4 motored bogies 1 ohm 8 car set, 4 pantographs, 8 motored bogies 0.5 ohm Other set configurations 0.5 ohm

The impedance figure shall be maintained when the set is unloaded, loaded and for any other value of conduction ratio of the traction inverter equipment.

18.5.2. 50 Hz detection system

Electric rolling stock shall have a means of protecting track circuits from line ripple in the traction supply current or that which is being produced by train-borne equipment.

A 50 Hz line current detector shall be provided to isolate the relevant equipment whenever excess 50 Hz line ripple current is detected.

The filter-charging inrush current of electrical equipment shall not generate 50 Hz harmonics capable of affecting TfNSW track circuits.

Requirements of 50 Hz detection and protection are shown in Table 6.

Table 6 – 50 Hz detection and protection requirements

Detection Level Time Detection system operating level for 1 A 2.0 seconds (setting within range trains operating on double rail 50 Hz to be confirmed during track circuits commissioning) Detection system operating level for > 5.5 A 2.0 seconds (setting within range trains operating on 50 Hz single rail to be confirmed during track circuits only commissioning) Detection system operating bandwidth 47 Hz to 53 Hz

Triggering of the 50 Hz line ripple current detection system shall be logged by the rolling stock management system and reported to the driver.

The 50 Hz line current detector shall have a test function that provides a positive indication of correct operation.

Alternative solutions proposed will need to demonstrate and assure that the same function is adequately performed.

18.6. Traction system compatibility discussion

Signalling track circuits share the running rails with the electric traction return currents. Track circuits operate at currents and voltages generally less than 1 A and 3 V. In contrast, the traction system operates at a nominal supply voltage of 1500 V dc, at currents up to 6000 A. Even a very small portion (one-tenth of one percent) of the traction current is of the same order of magnitude as the track circuit current; tight control of traction noise levels is crucial to ensuring the continued safe and reliable operation of the signalling system.

19. Rolling stock approval process

The following requirements detail the necessary steps to approve new or modified rolling stock to operate in the MRA. The process has been modelled from the approval process detailed in EN 50238; however due to differences between the European and TfNSW organisational structures, it is necessary to tailor the approval process as outlined below.

Prior to allowing any new or modified rolling stock to operate in the MRA, a compatibility case shall be provided which provides the necessary evidence that the vehicle can be safely and reliably operated on the MRA.

The rolling stock owner, operator or manufacturer shall engage an AEO to be accountable for assuring a vehicle's compatibility to operate on the MRA and compliance to this standard. If the engaged AEO does not have the necessary skill set for the testing and evaluation of a vehicle, the AEO may subcontract the planning, testing and evaluation to a specialised test agency.

Where this occurs, the parent AEO shall still be accountable for providing the assurance of a vehicle's compatibility and compliance.

Where the testing of rolling stock is being conducted in the MRA, a licensed signal engineer will need to be engaged to allow access and connection to the operational signalling system. Where the licensed signal engineer is not directly employed by the rail infrastructure manager (RIM), access to the signalling system shall need to be arranged through the RIM's permit-to-work process.

Where testing is to be conducted using a private siding or manufacturer’s test track, a licensed signal engineer is not required unless needed for track circuit set-up and support.

When compiling the test plan, if the vehicle under test has been approved for operation in other comparable railways, it may be possible to have some aspects of the vehicle cross-accepted. The test agency shall compile all necessary information in order to create a compatibility case, based on the results of tests from other rail agencies.

The test agency shall perform a detailed review of each vehicle under test so that a comprehensive test plan can be compiled to provide proof of compatibility covering the vehicle's design and all operating characteristics.

The test plan shall be submitted to the Lead Signals and Control Systems Engineer, ASA for endorsement.

Note: The intention of this step is to try and identify any shortcomings that may be in the test plan, thus avoiding the need for a further iteration of tests.

Where tests are to be conducted in the MRA, the test plan shall also nominate test sites and the proposed test track circuits along with test equipment connection details. Doing so will aid in obtaining a permit to work from the RIM.

The test agency shall be responsible for the engagement of a suitably qualified licensed signal engineer, and together shall organise for the permit to work.

The test agency shall be responsible for the organising of any necessary possessions needed for testing in the MRA.

Depending on the complexity of the test plan, there may be a need for the test agency to have the body of work peer-reviewed. For simple test cases where the outcome is clear and not in contention, the peer review is an optional step; however for more complex vehicle types or larger scale contracts, the peer review shall form part of the safety assurance in the approval process. The peer review is to obtain an assurance that the test plan has comprehensively tested the vehicle in all modes of operation; that the tests were executed properly; and that the results obtained from those tests have been interpreted correctly. Further, that any identified non-compliance has been properly managed through the concession process.

The test agency shall submit a formal compatibility case to the ASA that clearly demonstrates compliance to the requirements detailed in this standard, with a recommendation for operation. Depending on the outcome of the test results, the recommendation shall either be one stating a full compliance, a temporary approval or a restricted approval. The latter two recommendations shall also detail any necessary operating restrictions. Restricted recommendations for operation shall also consider complexity, as complex operating conditions may be unworkable and unacceptable to the MRA controllers.

The ASA will review this report and obtain an agreement with the RIM that the findings of the report and recommendations are acceptable.

On the provision that the report and recommendations are accepted, the Lead Signals and Control Systems Engineer, ASA shall provide advice to the Lead Rolling Stock Engineer, ASA who will then compile a Train Operating Conditions Waiver.

Begin compatability Description of rolling case stock

Survey of signalling system Redefine requirements and retest Theoretical analysis and assessment Additional information or Review opportunity for measurements cross acceptance Test plan

Test plan assessed Review of test plan and by accepting body agreement with RIM

Peer review or Testing and test report independent safety assessment

Yes More information needed

Resolve concessions as Are any per Yes concessions T MU MD 00011 ST and required submit with test report No

Yes Can a No compatability case be made Modify train Modify Reject detection rolling rolling Submission to Review of test report system stock stock accepting body and agreement with RIM

Economic and technical comparison of available Yes More solutions: Selection of information optimum solution based on needed whole-of-life considerations

No No Unrestricted Acceptance with Acceptance with No acceptance temporary restrictions permanent restrictions No Yes Yes Yes More Yes Reject rolling information stock needed

ASA vehicle ASA vehicle ASA vehicle acceptance process acceptance process acceptance process

Figure 3 - Rolling stock approval process

19.1. AEO utilisation

To test and approve any new or modified rolling stock, AEOs need to be authorised through ASA's authorised engineering assessment process.

AEOs that have been authorised to perform this work will have systems engineering in its scope of services, with additional notes added to further define their range of capabilities in this particular field of expertise.

An AEO may subcontract the planning, testing, evaluation and approval phases of a test programme to a specialised test agency which may not be authorised as an AEO.

Where the test agency is not an AEO, the test agency shall adhere to the ASA authorised process and procedural framework of the parent AEO. The parent AEO shall be responsible for providing the overall assurance of the work being undertaken.

The AEO and the test agency shall have joint responsibility for the compliance testing to this standard and the compilation of the compatibility case. The parent AEO provides the assurance of vehicle compatibility to operate in the MRA.

19.1.1. AEO test agency required qualifications

Test agencies for this work shall have a comprehensive understanding on the operational characteristics of the diverse range of track circuits installed in the MRA. They shall also have experience in:

• identifying test equipment appropriate for the proposed tests

• the setting up and conducting of tests in the rail corridor

• technical understanding of rolling stock traction systems

• capability to evaluate results and equate these to compliance to this standard and others

• an understanding of the hazards the new or modified rolling stock presents to the safe and reliable operation in the MRA

Experience in the testing of axle counters may need to be considered but is dependent on the scope of the test program.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

19.2. Roles and responsibilities

The testing of rolling stock involves a diverse range of groups within industry. Involved in the testing of rolling stock are:

• rolling stock owners, operators or manufacturer (including traction equipment suppliers)

• test agency

• RIM

• the ASA acting as the approving body

For this reason, it is necessary to support the testing process by identifying roles and responsibilities in the approval process.

The following is based on I.S. EN 50238-1; however it has been tailored to suit the TfNSW organisational framework.

19.2.1. Rolling stock owner, operator or manufacturer

The rolling stock owner, operator or manufacturer (including the traction equipment supplier) shall support the test program by providing a properly configured vehicle that is ready for test. This infers a vehicle built to specification that meets the vehicle performance requirements and has addressed the requirements detailed in this and other applicable standards. Additionally, the rolling stock owner, operator or manufacturer shall provide the required crew to operate the vehicle during the testing. As vehicle testing can take place at numerous locations on the MRA, the road knowledge of the operators will need to be reviewed.

During the planning phase, the rolling stock operator may also arrange the necessary possessions for on-track testing as well as the required work site protection officers.

Once testing has begun, there are to be no changes to the traction system unless this is done in full consultation with the AEO or the sub contracted test agency.

19.2.2. Test agency accountabilities

The test agency is wholly responsible for the testing and certification of the vehicle under test and providing the assurance of a vehicles compatibility to operate in the MRA. The AEO or the sub contracted test agency shall be responsible for the following:

• conduct a detailed review of the vehicle and its operating characteristics

• conduct a survey of the signalling system to identify the scope of tests required to satisfy the compatibility case

• detail the test plan and test locations

• coordinate the various bodies needed to conduct these tests

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

• provide the test equipment

• execute the tests as necessary

• evaluate results

• identify and manage any nonconformance through the concession process

• have test results peer reviewed if and when necessary

• provide the compatibility case to the accepting body

19.2.3. Rolling stock operator and AEO or test agency

In preparation for the request to test, the rolling stock operator and the test agency shall produce a document which details the proposed schedule of tests. This is to include the locations of test sites, the types of tests which will be conducted, the limits of possession, the details of any signalling equipment to be booked out during testing, schematic circuits for the connection of the test equipment and a risk assessment on the operation of the rolling stock for each test site and the test program overall.

Access to the MRA shall be organised through the RIM, and the test agency shall obtain a permit to work to access the signalling equipment.

19.2.4. Railway infrastructure manager

The RIM is responsible for the operation and maintenance of the MRA, any rolling stock testing needs to be appropriately undertaken so that:

• test sites are set up without impacting on train services

• test sites are set up without damage to infrastructure

• testing is executed without damage to infrastructure

At the conclusion of testing, test sites need to be re-certified ready for the resumption of train services.

Upon request from the test agency (or the licensed signal engineer), the RIM will consider the request and if found satisfactory, issue a permit to work. The issuing of a permit to work is detailed in TMG A1419 Authority to work on RailCorp Signalling Infrastructure – Permit to work.

As the RIM has a role in accepting the new rolling stock in the MRA, the ASA will also provide the RIM a copy of the test plan. The aim being to confirm that all track circuit types have been identified and that the selection of tests sites is appropriate.

As part of the approval process, the ASA will provide the RIM with a copy of the final report detailing the compatibility case and will seek their consensus on the findings of the compatibility case.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

19.2.5. Accepting body

The ASA is the accepting body, which provides the final certificate of acceptance. The ASA's limit of approval extends only to the MRA.

The ASA will grant either a full acceptance, temporary acceptance or an acceptance with restrictions. The compatibility report supplied by the test agency is to provide a recommendation of one of these acceptance types along with appropriate justification.

The ASA will review the report and provide a copy to the RIM. An internal process will aim to seek a consensus on the findings of the report.

Where a consensus cannot be made, the ASA will request further information as required from the test agency.

Where a consensus can be made the Lead Signals and Control Systems Engineer, ASA shall provide advice to the Lead Rolling Stock Engineer, ASA.

19.3. Managing nonconformances

When evaluating results, it may be necessary to address a nonconformance to this standard. The parent AEO or the test agency shall be responsible for the submission and management of a concession request to the Asset Standard Authority in accordance with T MU MD00011 ST Concessions to ASA requirements.

The nonconformance shall be thoroughly investigated to clearly establish whether it can be accepted or accepted with conditions, for example a route clearance, otherwise it will result in the vehicle under test being rejected.

Once the nonconformance has been fully investigated, the findings are to be documented and a concession request submitted to the ASA in accordance with T MU MD 00011 ST. The approved concession shall then form part of the compatibility case.

19.4. Managing transient events

This standard does not cite a permitted period or duration for any test result that exceeds the limits defined in this standard.

A transient event is to be treated as a nonconformance and managed accordingly.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

20. Cross-acceptance

The ASA recognises the benefit to rolling stock owners and manufacturers of cross-acceptance by accepting the results of any evidence-based approval work done by a recognised organisation. Acceptance of prior approvals shall be evidence-based, on the following criteria:

• the vehicle being offered is identical in all respects

• the vehicle has operated on a similarly-sized rail network without incident

• the class of track circuit being accepted is identical in all respects, for example, model number, firmware revision and so on

• the configuration of the traction system is identical in terms of traction return (return current is via the running rails), traction supply ripple, substation impedances and so on

• the pass or fail criteria used in the originating safety case are assessed as being identical. Where a difference exists, the opportunity to take this up with the train detection equipment supplier or manufacturer for confirmation and rationalisation of the differences can be negotiated.

• the results of tests are in a similar format; for example, units of measure are currents or voltages as nominated in this standard, and not in decibel-milliwatts. Where a difference exists, translation to the defined units of measure may be accepted on the provision that the accuracy of the results are maintained.

• the results indicate what level of interference is being impressed onto the track circuit equipment and does not just measure the electrical noise being produced by the train

• the test results detail degraded modes of operation of the vehicle under test, for example, traction inverter modules cut-out

• the test results detail degraded modes of track circuit operation for example, a simulated broken rail in a double rail track

21. Rolling stock test procedure

This section provides details on various aspects on the testing of rolling stock.

21.1. Purpose

The requirements in this section are not mandatory and the test AEO has licence to create the test plan and manage test procedure as they see fit so as to obtain the desired outcome. However it is recommended that the various sub-sections below are considered in the development and execution of the test plan and in the evaluation of test results.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

21.2. Test outcomes

As a minimum, the test plan should aim to establish the following:

• the vehicle under test can be safely and reliably detected by the detection system

• the vehicle under test does not cause a wrong side failure of the signalling system

• the vehicle under test does not cause a right side failure of the signalling system

• the vehicle under test does not cause a right side failure (with lock-up) of the signalling system

• the vehicle under test does not generate electrical interference which may result in one of the above failure modes

• the vehicle under test complies with the requirements of this standard

21.3. Devising a test plan

The test agency is to devise a test plan which will ultimately provide sufficient evidence that the six bullet points above have been considered and satisfactorily answered.

With the objectives of the test plan stated, the following issues should be considered when preparing the plan:

• what type of vehicle is being tested

• which tests need to be undertaken to prove compliance?

o static test or dynamic test

o shunt test

o signal interference test

• what track circuits does the vehicle need to be tested over

• what is the worst-case configuration of the vehicle – tare or crush loaded?

• what are the degraded modes of operation for the vehicle; for example, reduced motoring?

• what is the worst-case for the track circuit – for example, an unbalanced track circuit?

• where are the track circuits on the MRA

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

• where is the location of a suitable test site, taking into account the following:

o position of the test site relative to the location of the nearest traction substation so as to capture all traction return currents

o test site receptivity for regen braking

o the possibility of noise from an adjacent track circuit masking results for example, a Tx on a jointless track circuit

• the pass or fail criteria

• design of circuit schematics

• test equipment is needed

• calibration requirements

• if MRA access is required, and when

• formation of a test team

• is the vehicle in use in other comparable railways?

o is there sufficient evidence for cross-acceptance?

o what are the differences or deltas that need to be tested?

• are there elements of the vehicle that can be assessed by way of a desktop audit?

In addition to the tests above, the following aspects of train design shall also be tested and confirmed as meeting specification, so as to ensure that all aspects of the vehicle are tested. Tests such as the following shall be included as applicable in any test plan:

• 50 Hz impedance tests

• 50 Hz detector tests

• testing of other noise-generating sources for example, static inverters

• acceleration and braking characteristics

• any other aspects of the vehicle that have the potential for interference to the signalling system

21.3.1. Test team

The test team shall comprise members competent to undertake the following:

• identify suitable test sites or locations

• arrange for the necessary possessions and coordinate the planning of the possession

• set up the worksite protection for the test site

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

• perform any necessary booking out and isolation of signalling equipment

• connect test equipment to the working signalling system as defined by the test schematics

• execute the tests in accordance with the test plan

• manage the recording system

• maintain detailed test logs

• liaise with the operator of the vehicle

At the conclusion of testing re-certify the signalling system once the test equipment has been disconnected and equipment has been restored.

The test team shall also be capable of evaluating and interpreting results to demonstrate compliance to this standard.

21.3.2. MRA access

A licensed signal engineer shall be engaged to access the MRA and work on the live signalling equipment, as would be the case when the test equipment is to be connected.

To access the MRA, permission needs to be granted by the RIM. Permission is granted by way of a permit to work. A detailed scope shall be submitted when requesting the permit to work.

Any other relevant details that may affect the operation of the MRA are to be included in this request.

21.3.3. Vehicle test matrix

Table 7 to Table 10 provide an overview of tests that may be conducted against various types of vehicles.

Table 7 – Vehicle tests against possible vehicle types – vehicle design

Tests Assessment criteria Diesel unit Diesel unit Diesel unit EMU no electric DC electric (power traction traction electronic controlled traction – AC or chopper) Cab sighting Meets specification √ √ √ √ Acceleration Meets specification √ √ √ √ Meets minimum Braking √ √ √ √ braking curve Vehicle Meets specification √ √ √ √ overhang

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Table 8 – Vehicle tests against possible vehicle types – bogie design

Tests Assessment criteria Diesel unit Diesel unit Diesel unit EMU no electric DC electric (power traction traction electronic controlled traction – AC or chopper) Brake types Provide detail √ √ √ √ Trip gear An approved type As required As required As required √ Wheel diameter Provide detail √ √ √ √ To an approved wheel Wheel profile √ √ √ √ profile – WPR 2000 Axle spacing Provide detail √ √ √ √ Inner axle Meets specification √ √ √ √ spacing Axle resistance Meets specification √ √ √ √ Wheel back to Meets specification √ √ √ √ back Sand blowers Fitted as required √ √ √ N/A fitted Axle loading Meets specification √ √ √ √

Table 9 – Vehicle tests against possible vehicle types – train detection tests

Tests Assessment criteria Diesel unit Diesel unit Diesel unit EMU no electric DC electric (power traction traction electronic controlled traction – AC or chopper) Residual volts less Shunt test than prescribed in √ √ √ √ Table 12

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Table 10 – Vehicle tests against possible vehicle types – signal interference

Tests Assessment Diesel unit Diesel unit Diesel unit EMU criteria no electric DC electric (power traction traction electronic controlled traction – AC or chopper) None (on None (on the the assumption assumption Signal there are no there are no interference Meets specification √ √ other other testing electrical electrical noise noise sources) sources) Interference Regen braking currents meet N/A √ √ √ specification Interference Train start up or currents meet N/A N/A N/A √ shut down specification Degraded mode Meets interference 1 for example N/A N/A √ √ current limits 75% traction Degraded mode Meets interference 2 for example N/A N/A √ √ current limits broken rail 50Hz impedance Meets specification N/A N/A N/A √ tests Functions to 50Hz detector N/A N/A N/A √ specification Special test As As nominated As identified As identified As identified case identified

The test AEO is to be vigilant when preparing a test plan to ensure that for each vehicle type being tested, all modes of operation pertaining to vehicle detection and interference with the signalling system shall have a test and assessment criteria.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

21.3.4. Data pick-up (DPU) configurations

Table 11 details the range of DPUs in use on the MRA and the method of interfacing to its receiver. For each configuration, any of the four base frequencies may be used.

Table 11 – Audio frequency DPU configurations

Track circuit QAJTC1 TI21 MTU T121 CSEE WBS type amplifier amplifier DPU DPU FS2500 DPU CSEE T1 X - X - X X CSEE T2 - - X - X - MLTI21 X X - X X X FS2500 X - - - X X

21.3.5. Managing vehicle movements

Vehicles not registered to operate on a network must not rely on the signalling system for movement authorities or protection from following trains. Where this is the case, a method of manual block working shall be instituted. The basis of block working assumes that the vehicle cannot be reliably detected by the signalling system and does not address the potential for signal interference with unknown consequences.

If the test vehicle has an unknown potential to cause interference to the signalling system, then an even more restrictive practice is required. This would typically entail the test vehicle travelling in a de-energised state and hauled to each test site by an approved vehicle. Only when the section of line is protected from other trains, can the test vehicle move under its own power.

21.3.6. Possessions

A possession of the line is usually the most effective way of conducting a series of tests. When requesting a possession, the limits of the possession have to be defined. The limits of the possession should be well away from the test site allowing sufficient distance for the vehicle to speed up and slow down without nearing the end of the possession.

When requesting the possession, it is advisable that permission is granted to operate the test vehicle bi-directionally on the line. This offers far greater flexibility in achieving all the required tests in a block possession period.

The duration of the possession should allow for the setting up of the worksite protection, booking out and rendering safe any signalling equipment; for example, clipping points and sufficient time to complete the required test runs.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

21.4. Execution of the test plan

The execution of the test plan needs to consider the following:

• obtaining access to the signalling system via the RIM's permit to work procedure

• establish work site protection

• connection of test equipment to working circuitry

• calibration of the test site

• booking equipment out of order

• management of test vehicle while testing – adhering to appropriate safe working methods

• execution of tests – achieving test aims

• re-certification of signalling system at the conclusion of testing

• booking equipment back in

21.5. Evaluation of test results

The evaluation of results shall aim to establish the following:

• determine results against test objectives – did the test achieve its aim?

• determine results against pass or fail criteria

• look for any unforeseen results which could lead to a noncompliance

• manage any nonconformances to a base level for acceptance

• determine findings

• compile results into a report

• peer review test plan, tests and results

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

21.5.1. Maximum permitted residual voltages

Table 12 details the maximum permitted residual voltage of a track circuit as a vehicle traverses it. Attention is also drawn to the residual voltages with a single axle occupying the track circuit.

These residual voltages shall not be exceeded for vehicle shunt tests.

Table 12 – Typical and maximum train shunt values

Track circuit Unit of Maximum train Test point Typical value type measure shunt DC with shelf <10% of drop away <30% of drop relay coil V dc relay test value away test value DC with plug-in <10% of drop away <30% of drop R1/R2 V dc relay test value away test value control <10% of drop away <30% of drop 50 Hz ac V ac terminals test value away test value mV ac (with UM 71 CSEE receiver R1 R2 <30 <90 filter) input resistor (1 mV ac (with ML TI 21 (mV x gain) <35 (mV x gain) <100 ohm) terminals filter) Receiver mV ac (with 30% of threshold 50% of threshold ET200 TP1&TP2 filter) current current receiver WBS FS2500 mV ac <135 <400 monitor C+/C1 (RVT- HVI Jeumont V dc (with 1 600) 3/C1 <35 <100 Schneider integrator) (BRT-CA2) USS Microtrax slave end coded track - track interface mV dc <50mV (pulse) <80mV (pulse) circuit panel terminals receiver WBS FS2600 mV ac <100 <500 monitor

Note 1: Due to the long-time constant of the capacitors inside an Integrator, the recording of voltages using this device is problematic as transient events can be missed. An alternative test point is on each of the relay coils V1+/-, V2+/ measuring VDC. Pass or fail limits have not yet been developed for this test point; however, satisfactory train shunt and interference levels can be easily seen and an assessment made from these readings

21.5.2. Managing nonconformances

When a nonconformance is found, it is necessary to carefully evaluate the issue. This may mean understanding the mechanism generating the nonconformance, and identifying the boundaries of the noise being recorded in terms of frequency and magnitude. Other factors may include, but not limited to, how often the event occurs and for what duration.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Once the nature of the nonconformance is understood, it can then be further evaluated. The evaluation is to quantify what impact, if any, the nonconformance has on the signalling system and if there is cause for concern, this can then be further investigated.

Investigations can include theoretical modelling and bench testing.

21.5.3. Managing transient events

This standard does not cite a permitted period or duration for any test result that exceeds the limits defined in this standard.

This omission is deliberate, as any exceedance needs to be fully understood in the context of track circuit operation where once it has been investigated and understood, the test AEO can assess any likely impact to the safe and reliable operation of the train detection system.

A transient event, once assessed, is to be managed as per a nonconformance.

21.6. Recommendations

The recommendation for the approval shall accompany the compatibility case and shall detail any restrictions that should be applied to the operation of the vehicle.

Recommendations can take the form of the following:

• Incremental approvals which can be used during a large test program where a compatibility case has established for certain types of signalling equipment while other types are still being confirmed. The benefit of these incremental approvals is that it allows a large test program greater flexibility and access in the MRA. The incremental approvals generally take the form of route clearances.

• Final approval – unrestrictive or restrictive approval which is issued once a compatibility case has been satisfied for the complete MRA. Restrictions may apply as identified during the compatibility case.

• Route clearances or exclusions – where the compatibility case has identified a nonconformance, it is possible to grant a permanent route clearance where the vehicle is permitted operation over certain routes only.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Upon receiving a compatibility case complete with recommendations, the ASA shall review the case and, on the satisfaction of the Lead Signals and Control Systems Engineer, ASA, endorse the findings and update the Train Operating Conditions manual accordingly.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Appendix A Description of the signalling system

The signalling system in the MRA comprises many elements including the following:

• track circuits

• points

• signals

• trainstops

• interlockings

• level crossings

• cabling

• power supplies

• surge protection

• telemetry, communications

• control systems

A.1. Track circuits

The existing track circuits used in the MRA are as follows:

• 50 Hz ac double and single rail

• audio frequency jointless track circuits operating at 1700 Hz, 2000 Hz, 2300 Hz and 2600 Hz

• audio frequency jointed track circuits operating at frequencies between 380 Hz and 510 Hz

• high voltage Impulse track circuits

Outside of the metropolitan area, DC and coded DC track circuits are also used.

Significant operating parameters of these track circuit types are shown in Table 13.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Table 13 – Track circuit operating parameters

Track Frequency Modulation Operating Receiver Receiver Receiver or Maximum Maximum Nominal circuit track voltage or relay or relay relay normal track circuit track shunt type minimum maximum working level length circuit value operation drop away double rail length single rail dc using Dc N/A 0.8 V to 1.2 V 103 mA 68% of 146 mA 2000 m @ N/A 0.25 Ω QT1 4 Ω working 1.5 ohm.km relay ballast resistance dc ac Dc N/A 2 V to 5 V 120 mA 68% of 140 mA N/A 600 m @ 0.5 Ω immune working 1.5 using ohm.km QTA1 9 Ω ballast relay resistance ac 50 Hz Nil 1 V to 3 V 0.5 V 0.3 V 1.3 V 1600 m 300 m 0.06 Ω to 0.5 Ω Audio 1700 Hz, Fsk ±10 Hz to 3 V to 5 V 200 mV 180 mV 400 mV 900 m N/A 0.15 Ω to frequency 2000 Hz, 15 Hz 2000 m 0.5 Ω jointless 2300 Hz, compensated 2600 Hz Audio 380 Hz to Fsk ±10 Hz to 3 V to 20 V 1.7 V 1.5 V 3 V to 12 V 400 m 250 m 0.5 Ω frequency 510 Hz 15 Hz jointed HV impulse Bipolar dc N/A 40 V to 120 V 35 V 20 V 40 V to 120 V 1000 m 500 m 0.25 Ω to pulse (3 0.5 Ω pulse / sec) Microtrax 2 second N/A ~1 V Margin at Margin Margin ~175% Typically N/A 0.25 Ω coded pulse 100% <100% 7000 m @ train at 6 1.5 ohm.km second ballast intervals resistance

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

A.2. Points

Several forms of points machines are used across the MRA. A majority of the mechanisms are electric-powered, driving a reduction gear train. Others use compressed air or hydraulics to move the switch rails of the points. Some mechanically operated points still exist in the MRA.

All facing points are fitted with a facing point lock that mechanically locks the points into position. Where point mechanisms such as Claw Lock and Spherolok are used, the locking of the points is achieved in conjunction with the driving of the points.

Facing point locks come in a variety of forms depending on the type of drive to the points and the era when they were installed.

Some point machines are trailable, which allows train movements through the points where the points are set in the opposite position without damaging the mechanism.

The switch rails in the points also differ across the MRA from short, conventional forms on 53 kg rail to asymmetrical long flexible switches on 60 kg rail.

In addition to facing and trailing points, other point configurations referred by this standard include single-bladed catchpoints, independent switches and derailers of various types.

A.3. Signals

Signals in the MRA use either incandescent dual filament globes in conjunction with a focused lens system or LED-based inserts.

Running signal indications provided to the driver are of either a single or double light indication. Single light indications typically start on the outskirts of the Sydney metropolitan area. Signal indications consist of main or subsidiary signal indications.

Running signals and can be post-mounted, mounted low on the ground, mounted against a tunnel or wall or on signal bridges or gantries. Network rules NSG 600 Running signals and NSG 602 Shunting signals provide further details on the range of running and subsidiary aspects displayed to operators of rail vehicles.

Supplementing signal indications and to aid in providing additional information to the operator, indicators and signs are used. NSG 604 Indicators and signs provides further information on the range of indicators and signs used.

A.4. Trainstops

The function of a trainstop is to operate a trip arm, which, in its raised position, will actuate a brake valve of a passing train. When the associated signal is cleared, the signal control circuitry applies power to the trainstop, driving the arm down into its cleared position.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Three models of trainstop are used across the MRA as follows:

• pneumatic

• electric

• electro – hydraulic

The trip arm is proved in its raised and lowered position. In the event of a trip arm breaking, spring loading on the contacts within the train stop ‘centre’, leaving all contacts open.

Trainstops are rated to withstand an impact from a train trip arm at speeds up to 140 km/h.

Trainstops can also be used to enforce speed control of trains.

A.5. Interlocking equipment

The types of interlocking equipment used across the MRA range from mechanical to relay based through to computer controlled.

Most relay-based interlocking systems use Westinghouse Q series vital signalling relays. Older interlockings use shelf relays and are being phased out.

Three types of computer based interlockings are used across the MRA as follows:

• solid state interlockings (SSI) including Westlock and Smartlock

• Microlok II

• Westrace

In some areas, mechanical levers and associated rodding control signalling equipment are used.

A.6. Level crossings (including pedestrian crossings)

Approach warning time at level crossings vary from 25 seconds to 30 seconds depending on local rail and road traffic conditions. Where booms are fitted upon activation of the lights, there is a 10 to 12 second delay before the booms begin to descend providing a period of time for motorists to clear the level crossing.

Warning lights to the crossing are flashing red and are focussed for short and long approaches to the crossing.

Where deemed necessary, flashing yellow advance warning lights have been installed to warn motorists of the level crossing being activated.

Power to the crossings is derived from either council or railway supply. At some installations, a backup signalling supply is used. All level crossings have an additional battery backup in case of a loss of mains supply.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

An approaching train is detected by track circuits. The strike-in point to activate the crossing is determined by calculating the line speed and the desired warning time for road motorists. In double line areas, when the crossing is activated, the approach distance on the other line is extended checking for an approaching train. This additional functionality prevents the crossing from excessively short clearing times, with the booms rising and then falling without the crossing being open for a practical period of time.

A.7. Cabling

Cabling for the signalling system comprises power cabling and signal circuit cabling.

A.7.1 Power cables

Signalling distribution is generally at 120 V ac 50 Hz nominal and 50 V dc with some mains at 415 V ac and 480 V ac. Cable cross sectional sizes vary from 4 mm² to 120 mm². The feeders are installed in ducting, troughing or buried. Cable runs are generally parallel to the lines.

Power distribution cables are not screened.

A.7.2 Fibre optic cables

Modern signalling installations are now also using fibre optic cables to connect lineside equipment. The fibre optic cable carries both vital and non-vital signalling information. The links are typically duplicated.

As a general rule, this cable is run alongside the signalling copper cables and is not treated as a communications cable.

A.7.3 Signalling circuits

Signalling circuits are run in multicore cable installed in ducting, or troughing, or they can be buried. Individual conductors are generally installed in either ducting or troughing.

Circuits in multicore cables generally operate at 50 V dc double switched, not ac-immunised. Conductors are normally 7/0.5 mm (not balanced pairs or quads). On the suburban lines, audio frequency track transmitters and receivers are connected to the trackside equipment by up to 1500 m of single pair 7/0.5 mm aluminium foil screened cable, laid in trackside ducts or troughing.

Some installations still contain single switched 120 V ac control circuits.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

A.8. Power supplies A.8.1 Mains power

The main form of electrical power used for signalling applications is 50 Hz ac at a nominal voltage of 120 V.

For general signalling purposes, ac supplies are always duplicated with separate supplies derived from independent high voltage feeders.

The common normal and emergency supply arrangements are as follows:

• railway normal and railway emergency

• railway normal and council emergency

Switching between normal and emergency supplies is usually done by an automatic mechanical changeover contactor. At critical supply points, seamless changeovers between supplies are required. At these locations, an uninterruptible power supply (UPS) or static switches are used.

At newer locations, UPSs have been installed. The configuration of this newer system has an automatic transfer switch, switching between the two incoming supplies, which then feeds via an essential services board to the input to the UPS. To ensure availability of supply in case of a catastrophic failure of the UPS, a bypass contactor is also provided. One leg of the bypass contactor is fed from the UPS supply and the bypass contactor is biased to this supply. The second alternate supply leg of the bypass contactor is fed from the essential services board. In the event of a UPS failure, the bypass contactor will drop out and feed the load directly from the essential services board.

In these newer locations, reticulation at 415 V to outlying signalling locations is also used. The supply is a 415vIT distribution scheme. To ensure the integrity of the mains wiring, insulation, earth leakage monitors are installed at the feed locations.

Downstream locations have step-down transformers stepping the voltage down from 415 V to 120 V for use by the signalling equipment.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

A.8.2 Direct current power supplies

The signalling system uses many different types of dc power supplies. Power supplies range from small low current linear supplies to sophisticated rack-mounted switch mode supplies.

The following are used where the application requires it:

• power supplies are duplicated and run in parallel for increased availability

• power supplies could also have either a battery or capacitor bank to supply the load in the advent of a brief interruption on the mains

• low voltage alarms are fitted, monitoring the charge voltage on a battery bank

All power supplies are rated at 120 V nominal input. Typical output voltages are 12 V dc, 24 V dc and 50 V dc at different current levels ranging from 2 A to 90 A.

A.8.3 Surge protection

The design of the surge protection system follows standard industry principles of primary, secondary and tertiary protection.

Surge protection equipment is provided at all interface points to signalling locations including mains cabling, sub mains cabling, signal control and communication cabling.

Care is taken to minimise the effects of earth potential rises propagating to remote earths via the signal control and communication cable network.

A.9. Railway telephone and radio systems

Railway analogue telephone and communications circuits operate in the range of 150 Hz to 108 kHz and are used across the MRA. There is also an increase in digital data across the MRA. Train working and emergency telephones are used in some tunnels.

Future communications equipment and systems are designed to meet the Australian Communications and Media Authority requirements.

A.10. Telemetry and remote control

A variety of signalling remote control and indication systems (supervisory control and data acquisition (SCADA) and remote terminal unit (RTU) telemetry) are used in the MRA.

Information is transmitted typically through communications type cable; however, some systems use untwisted cable cores in a signalling cable.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

A.11. Control systems

Across the MRA, the types of signal control systems in use are widely varied. This is as a result of the age of the signalling system in use at a particular location and also of the varying complexities.

Control systems in use range from a ground frame of only a few mechanical levers, to local signal boxes where either mechanical or power operated signalling is in use.

More modern signal control systems are of a centralised traffic control concept where they have control and indication of a larger area of the MRA. Within these larger complexes, telemetry systems link the control system to the remote field equipment. Control panels can be either hard-wired or by way of a video display unit (VDU) system.

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Appendix B Factors that affect shunting of track circuits

The following tables outline the factors that affect shunting of track circuits. Table 14, Table 15 and Table 16 include factors that assist and work against shunting of track circuits.

Table 14 – Track factors that affect shunting of track circuits

These things assist train shunt Item These things work against train shunt Track not well-aligned causes wheels to scrub Clean rails Well-aligned track, wheels that track on a narrow rail head band Dry environment Corrosion on rail head Damp corrosive environment, especially near the coast Wide rail contact band Clean part of wheel on clean part of rail Narrow rail contact band Well-worn rail Clean part of wheel on clean part of rail Newly ground rail head profile Good ballast (lower leakage current) Improves train shunt sensitivity Poor ballast (higher leakage current) Clean rail head Clean rails Rail head contamination; leaves, leaky product from wagons and rust

Table 15 – Signalling factors that affect shunting of track circuits

These things assist train shunt Item These things work against train shunt Impulse type track circuit (needs block joints) Train detection to overcome poor rail or wheel Low voltage, non-impulse track circuits resistance High shunt sensitivity of track circuit Train detection Low shunt sensitivity of track circuit Axle counters (no rail or wheel contact required) Train detection Track circuits Each track circuit individually in signal control Probability of shunt Cut track circuit Time delay on track circuit Momentary loss of shunt No time delay

T HR SC 00006 ST Rolling Stock Signalling Interface Requirements Version 2.0 Issued date: 07 July 2017

Table 16 – Operational factors that affect shunting of track circuits

These things assist train shunt Item These things work against train shunt Consistent operational pattern Wheel or rail contact Changed operation pattern No use of sand to improve adhesion Wheel or rail contact Use of sand to improve adhesion More carriages or longer trains Probability of good shunt Less carriages or shorter trains Loaded vehicles Rail wheel contact resistance Unloaded vehicles Frequently used line Rail wheel contact resistance Infrequently used line Wide mix of vehicle or traffic type Rail wheel contact resistance Low mix of vehicle or traffic type Regular use of each types of vehicles Rail wheel contact resistance Intermittent use of a particular type Longer or slower trains Block skip (See Note 1) Short or fast trains

Note 1: Block skip is a situation where the track circuit on which a train is leaving, picks up before the next track shunts, resulting in a momentary situation where the train is lost to the system.